CN112224011B - Single-motor hybrid power speed change system - Google Patents
Single-motor hybrid power speed change system Download PDFInfo
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- CN112224011B CN112224011B CN202011149533.8A CN202011149533A CN112224011B CN 112224011 B CN112224011 B CN 112224011B CN 202011149533 A CN202011149533 A CN 202011149533A CN 112224011 B CN112224011 B CN 112224011B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention provides a single-motor hybrid power speed change system, which comprises an engine, an engine input shaft, an engine output shaft, a motor input shaft, a differential mechanism and an intermediate shaft, wherein the engine is connected with the engine input shaft through a torsional damper; an output shaft gear and a first-gear, a second-gear, a third-gear and a fourth-gear driven gear are sequentially arranged on an output shaft of the engine, the output shaft gear of the engine is meshed with a gear of the differential, and the first-gear, second-gear, third-gear and fourth-gear driven gears are respectively meshed with the first-gear, second-gear, third-gear and fourth-gear driving gears; the invention has compact structure, realizes multi-gear driving in a pure electric driving mode, reduces the oil consumption of the vehicle and improves the economy of the vehicle.
Description
Technical Field
The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a single-motor hybrid electric speed change system.
Background
At present, the marketization process of the pure electric vehicle is seriously hindered due to the restriction of the endurance mileage and the charging facility. The hybrid electric vehicle has the advantages of convenience in refueling, energy conservation, environmental protection, long endurance and the like, and becomes a new trend of the current industry development. The hybrid vehicle type can be divided into: single motor hybrid and dual motor hybrid. In the single-motor hybrid, the hybrid power system can be installed on the vehicle without greatly changing the traditional vehicle, the cost is relatively low, and many manufacturers are struggling to develop research. The existing power frameworks comprise two types, namely P1 and P3, the framework of P1 is a hybrid framework that a motor is arranged in front of a gearbox, is installed at the crankshaft of an engine, and has no clutch with the engine, and in the framework of P1, as the clutch is not arranged between the engine and the motor, the crankshaft of the engine can be driven to rotate as long as the motor rotates. Although the motor and the generator can share the gear of the gearbox, the problems that the motor cannot be used for driving wheels independently, power is interrupted in the gear shifting process of the engine and the like exist. In the braking recovery and sliding modes, a part of kinetic energy is wasted and noise and vibration are caused because the crankshaft of the engine is required to be driven to rotate; the P3 framework is a hybrid power framework that the motor is arranged at the output end of the gearbox, shares the same output shaft with the engine and realizes the same source output. The motor in the P3 framework is directly coupled with the output shaft, the number of meshing gear pairs in the power transmission path is small, the oil stirring loss is relatively small, the efficiency is higher in the pure electric driving and braking energy recovery processes, but the framework does not have the parking power generation function, the gear of the gearbox cannot be utilized, and the load adjustment flexibility is lower.
Disclosure of Invention
The invention aims to solve the technical problems and provides a single-motor hybrid power transmission system which can realize multi-gear driving in a pure electric driving mode on the premise of not increasing a gear pair.
The technical scheme adopted by the invention for solving the technical problems is as follows: a single-motor hybrid power speed change system is characterized by comprising an engine, an engine input shaft, an engine output shaft, a motor input shaft, a differential and an intermediate shaft, wherein the engine input shaft, the engine output shaft, the motor input shaft and the intermediate shaft are arranged in parallel at intervals; an output shaft gear, a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are sequentially arranged on an output shaft of the engine, the output shaft gear of the engine is meshed with the gear of the differential, and the first-gear, second-gear, third-gear and fourth-gear driven gears are respectively meshed with the first-gear, second-gear, third-gear and fourth-gear driving gears; the motor input shaft is provided with a motor input shaft gear, the intermediate shaft is provided with an intermediate shaft gear, and the intermediate shaft gear is respectively meshed with the motor input shaft gear and the four-gear driving gear.
According to the scheme, the first-gear driving gear and the second-gear driving gear are fixedly connected with the engine input shaft, the third-gear driving gear and the fourth-gear driving gear are sleeved on the engine input shaft in an empty mode, the output shaft gear and the third-gear driven gear are fixedly connected with the engine output shaft, and the first-gear driven gear, the second-gear driven gear and the fourth-gear driven gear are sleeved on the engine output shaft in an empty mode.
According to the scheme, the engine output shaft is further provided with a first bilateral synchronizer which is located between the first-gear driven gear and the second-gear driven gear, and the engine input shaft is further provided with a second bilateral synchronizer which is located between the third-gear driving gear and the fourth-gear driving gear.
According to the scheme, the first-gear driving gear and the second-gear driving gear are sleeved on the input shaft of the engine in a free manner, the third-gear driving gear and the fourth-gear driving gear are fixedly connected with the input shaft of the engine, the first-gear driven gear and the second-gear driven gear are fixedly connected with the output shaft of the engine, and the third-gear driven gear and the fourth-gear driven gear are sleeved on the output shaft of the engine in a free manner.
According to the scheme, the engine input shaft is further provided with a first bilateral synchronizer and a second bilateral synchronizer, the first bilateral synchronizer is located between the first-gear driving gear and the second-gear driving gear, and the second bilateral synchronizer is located between the third-gear driving gear and the fourth-gear driving gear.
According to the scheme, the engine input shaft is further provided with a first bilateral synchronizer and a second bilateral synchronizer, the first bilateral synchronizer is located between the first-gear driving gear and the second-gear driving gear, and the second bilateral synchronizer is located between the third-gear driving gear and the fourth-gear driving gear.
According to the scheme, the output shaft of the engine is also provided with a clutch which is positioned between the third-gear driven gear and the fourth-gear driven gear.
According to the scheme, the clutch is a jaw clutch.
The invention has the beneficial effects that: the single-motor hybrid power speed change system is provided, the engine and the driving motor share the gear on the input shaft, the structure of the gearbox is simplified, parts are reduced, the cost is reduced, and multi-gear driving in a pure electric driving mode is realized on the premise of not additionally arranging a gear pair; by arranging the clutch, multiple functional modes are realized, and the selection of the control strategy of the whole vehicle can be enriched, so that the oil consumption of the vehicle is reduced, and the economy of the vehicle is improved; the coupling and decoupling device of the power input of the traditional gearbox engine, such as a dry/wet clutch, is omitted, and the cost of the system is reduced.
Drawings
FIG. 1 is a schematic distribution diagram of one embodiment of the present invention.
Detailed Description
For a better understanding of the present invention, reference is made to the following description taken in conjunction with the accompanying drawings and examples.
As shown in fig. 1, the engine comprises an engine I, an engine input shaft S1, an engine output shaft S4, a motor E, a motor input shaft S3, a differential Di, and an intermediate shaft S2, wherein the engine input shaft, the engine output shaft, the motor input shaft, and the intermediate shaft are arranged in parallel at intervals, the engine is connected with the engine input shaft through a torsional damper Da, and a first-gear driving gear G11, a second-gear driving gear G21, a third-gear driving gear G31, and a fourth-gear driving gear G41 are sequentially arranged on the engine input shaft; an output shaft gear G7, a first-gear driven gear G12, a second-gear driven gear G22, a third-gear driven gear G32 and a fourth-gear driven gear G42 are sequentially arranged on an output shaft of the engine, the output shaft gear of the engine is meshed with gears of the differential, and the first-gear, second-gear, third-gear and fourth-gear driven gears are respectively meshed with first-gear, second-gear, third-gear and fourth-gear driving gears; the motor input shaft is provided with a motor input shaft gear G6, the intermediate shaft is provided with an intermediate shaft gear G5, and the intermediate shaft gear is respectively meshed with the motor input shaft gear and the four-gear driving gear.
The first-gear driving gear and the second-gear driving gear are fixedly connected with an engine input shaft, the third-gear driving gear and the fourth-gear driving gear are sleeved on the engine input shaft in an empty mode, the output shaft gear and the third-gear driven gear are fixedly connected with an engine output shaft, and the first-gear driven gear, the second-gear driven gear and the fourth-gear driven gear are sleeved on the engine output shaft in an empty mode.
The engine output shaft is also provided with a first bilateral synchronizer A1 which is positioned between the first-gear driven gear and the second-gear driven gear and controls the combination or separation of the first-gear driven gear and the second-gear driven gear with the engine output shaft; the engine input shaft is also provided with a second bilateral synchronizer A2 which is positioned between the third-gear driving gear and the fourth-gear driving gear and controls the combination or separation of the third-gear driving gear and the fourth-gear driving gear and the engine input shaft.
Another layout mode for realizing the architecture is as follows: the first-gear driving gear and the second-gear driving gear are all sleeved on an engine input shaft in an empty mode, the third-gear driving gear and the fourth-gear driving gear are all fixedly connected with the engine input shaft, the first-gear driven gear and the second-gear driven gear are all fixedly connected with an engine output shaft, and the third-gear driven gear and the fourth-gear driven gear are all sleeved on the engine output shaft in an empty mode.
The engine input shaft is also provided with a first bilateral synchronizer and a second bilateral synchronizer, the first bilateral synchronizer is positioned between the first-gear driving gear and the second-gear driving gear, and the second bilateral synchronizer is positioned between the third-gear driving gear and the fourth-gear driving gear.
And a jaw clutch C is also arranged on the output shaft of the engine and positioned between the third-gear driven gear and the fourth-gear driven gear to control the combination or separation of the fourth-gear driven gear and the output shaft of the engine.
The invention can realize the following functions:
direct drive of engine
First gear: the first double-sided synchronizer a1 is engaged with the first-speed driven gear G12 on the left side, the second double-sided synchronizer a2 is in an intermediate disengaged state, and the dog clutch C is disengaged from the fourth-speed driven gear G42. The output power of the engine is transmitted to wheels through the torsional damper Da sequentially through an engine input shaft S1, a first gear driving gear G11, a first gear driven gear G12, a first double-sided synchronizer A1, an output shaft gear G7 and a differential Di.
Second gear: the first double synchronizer a1 is engaged with the second-gear driven gear G22 on the right side, the second double synchronizer a2 is in the intermediate disengaged state, and the dog clutch C is disengaged from the fourth-gear driven gear G42. The output power of the engine is transmitted to wheels through the torsional damper Da sequentially through an engine input shaft S1, a second-gear driving gear G21, a second-gear driven gear G22, a first double-sided synchronizer A1, an output shaft gear G7 and a differential Di.
Third gear: the first double synchronizer a1 is disengaged in the middle position, the second double synchronizer a2 is engaged with the third driving gear G31 on the left side, and the dog clutch C is disengaged from the fourth driven gear G42. The output power of the engine is transmitted to wheels through an engine input shaft S1, a second double-side synchronizer A2, a third-gear driving gear G31, a third-gear driven gear G32, an output shaft gear G7 and a differential Di in sequence through a torsional damper Da.
Fourth gear: the first double synchronizer a1 is in the middle disengaged state, the second double synchronizer a2 is coupled to the fourth gear driving gear G41 on the right side, and the dog clutch C is coupled to the fourth gear driven gear G42. The output power of the engine is transmitted to wheels through an engine input shaft S1, a second double-side synchronizer A2, a fourth-gear driving gear G41, a fourth-gear driven gear G42, an output shaft gear G7 and a differential Di in sequence through a torsional damper Da.
Pure electric drive mode:
in a first mode: the first and second double-sided synchronizers a1 and a2 are both in an intermediate disengaged state, and the dog clutch C is coupled to the fourth-speed driven gear G42. The output power of the motor is transmitted to wheels through a motor input shaft S3, a motor input shaft gear G6, a middle shaft gear G5, a four-gear driving gear G41, a four-gear driven gear G42, a jaw clutch C, an output shaft S4, an output shaft gear G7 and a differential Di in sequence.
And a second mode: the first double synchronizer a1 is coupled to the first driven gear G12 on the left side, and the second double synchronizer a2 is coupled to the fourth driving gear G41 on the right side. The dog clutch C is in a disengaged state. The output power of the motor is transmitted to wheels through a motor input shaft S3, a motor input shaft gear G6, a counter shaft gear G5, a fourth-gear driving gear G41, a second double-side synchronizer A2, an engine input shaft S1, a first-gear driving gear G11, a first-gear driven gear G12, a first double-side clutch A1, an output shaft S4, an output shaft gear G7 and a differential Di in sequence.
And a third mode: the first double synchronizer a1 is coupled to the second driven gear G22 on the right side, and the second double synchronizer a2 is coupled to the fourth driving gear G41 on the right side. The dog clutch C is in a disengaged state. The output power of the motor is transmitted to wheels through a motor input shaft S3, a motor input shaft gear G6, a counter shaft gear G5, a fourth-gear driving gear G41, a second double-side synchronizer A2, an engine input shaft S1, a second-gear driving gear G21, a second-gear driven gear G22, a first double-side clutch A1, an output shaft S4, an output shaft gear G7 and a differential Di in sequence.
Parallel driving mode:
the first mode is as follows: when the engine is in the first gear to drive the wheels, the second double-sided synchronizer A2 is located on the right side and is engaged with the fourth gear driving gear G41. The output power of the motor sequentially passes through a motor input shaft gear G6, a counter shaft gear G5, a fourth-gear driving gear G41 and a second double-side synchronizer A2 to an engine input shaft S1, and is transmitted to wheels together with the power of the engine.
And a second mode: when the engine is in the first gear to drive the wheels, the dog clutch C is engaged with the fourth-gear driven gear G42. The output power of the motor sequentially passes through a motor input shaft gear G6, a middle shaft gear G5, a four-gear driving gear G41, a four-gear driven gear G42 and a jaw clutch C to an output shaft S4, and is transmitted to wheels together with the power of the engine.
And a third mode: when the engine is driving the wheels in the second gear, the second bilateral synchronizer a2 is located on the right side and is engaged with the fourth gear driving gear G41. The output power of the motor sequentially passes through a motor input shaft gear G6, a counter shaft gear G5, a fourth gear driving gear G41 and a second double-side synchronizer A2 to an engine input shaft S1, and is transmitted to wheels together with the engine power.
And a fourth mode: when the engine drives the wheels in the second gear, the dog clutch C is combined with the fourth-gear driven gear G42. The output power of the motor sequentially passes through a motor input shaft gear G6, a counter shaft gear G5, a four-gear driving gear G41, a four-gear driven gear G42 and a jaw clutch C to an output shaft S4, and is transmitted to wheels together with the power of the engine.
And a fifth mode: when the engine is in the third gear to drive the wheels, the dog clutch C is engaged with the fourth gear driven gear G42. The output power of the motor sequentially passes through a motor input shaft gear G6, a counter shaft gear G5, a four-gear driving gear G41, a four-gear driven gear G42 and a jaw clutch C to an output shaft S4, and is transmitted to wheels together with the power of the engine.
Mode six: when the engine is in a fourth gear to drive wheels, the output power of the motor sequentially passes through the motor input shaft gear G6, the intermediate shaft gear G5 to the fourth gear driving gear G41 and is transmitted to the wheels together with the power of the engine.
And (3) running for power generation:
the first mode is as follows: when the engine is in the first gear to drive the wheels, the second double-sided synchronizer A2 is located on the right side and is engaged with the fourth gear driving gear G41. When the engine power drives the vehicle, a part of the power transmitted to the engine input shaft S1 drives the motor to rotate and generate power through the four-gear driving gear G41, the intermediate shaft gear G5, the motor input shaft gear G6 and the motor input shaft S3 in sequence.
And a second mode: when the engine is in the first gear to drive the wheels, the dog clutch C is engaged with the fourth-gear driven gear G42. When the engine power drives the vehicle, a part of the power transmitted to the output shaft S4 drives the motor to rotate and generate electricity through the four-gear driven gear G42, the four-gear driving gear G41, the intermediate shaft gear G5, the motor input shaft gear G6 and the motor input shaft S3 in sequence.
And a third mode: when the engine is driving the wheels in the second gear, the second bilateral synchronizer a2 is located on the right side and is engaged with the fourth gear driving gear G41. When the engine power drives the vehicle, a part of the power transmitted to the engine input shaft S1 drives the motor to rotate and generate power through the four-gear driving gear G41, the intermediate shaft gear G5, the motor input shaft gear G6 and the motor input shaft S3 in sequence.
And a fourth mode: when the engine drives the wheels in the second gear, the dog clutch C is combined with the fourth-gear driven gear G42. When the engine power drives the vehicle, a part of the power transmitted to the output shaft S4 drives the motor to rotate and generate electricity through the four-gear driven gear G42, the four-gear driving gear G41, the intermediate shaft gear G5, the motor input shaft gear G6 and the motor input shaft S3 in sequence.
And a fifth mode: when the engine is in the third gear to drive the wheels, the dog clutch C is engaged with the fourth gear driven gear G42. When the engine power drives the vehicle, a part of the power transmitted to the output shaft S4 drives the motor to rotate and generate power through the jaw clutch C, the fourth-gear driven gear G42, the fourth-gear driving gear G41, the intermediate shaft gear G5, the motor input shaft gear G6 and the motor input shaft S3 in sequence.
Mode six: when the engine is in a fourth gear driving wheel, when the engine drives the vehicle, part of power transmitted to the fourth gear driving gear G41 drives the motor to rotate and generate power through the intermediate shaft gear G5, the motor input shaft gear G6 and the motor input shaft S3 in sequence.
Braking energy recovery/gear shift torque compensation:
under the braking or sliding condition of the vehicle, the first double-sided clutch A1 and the second double-sided clutch A2 are in a middle position and are in a separated state with two side gears, and the dog clutch C is combined with the fourth-gear driven gear G42. Power at the wheel sequentially passes through a differential gear Di, an output shaft gear G7, an output shaft S4, a jaw clutch C, a four-gear driven gear G42, a four-gear driving gear G41, a middle shaft gear G5, a motor input shaft gear G6 and a motor input shaft S3 to drive a motor to rotate and generate power. During gear shifting, the power generated by the motor is reversely transmitted to the wheels to compensate the power loss during gear shifting.
In the gear shifting process, a driving motor is used for compensating torque, a BSG motor is used for regulating the speed, the rotating speed difference of the input end and the output end of the synchronizer is reduced to a minimum range, the gear shifting impact can be reduced, the gear shifting is smooth, and the technical requirements and the cost on elements of the synchronizer are reduced;
in the starting process, the BSG motor is used for regulating the speed, so that the rotating speed of the engine is increased to the high-efficiency area, then the torque is output, and the engine is ensured to start and operate in the high-efficiency area, so that the oil consumption is reduced.
The above functions are shown in the following table one:
Claims (2)
1. The single-motor hybrid power speed change system is characterized by comprising an engine, an engine input shaft, an engine output shaft, a motor input shaft, a differential and an intermediate shaft, wherein the engine input shaft, the engine output shaft, the motor input shaft and the intermediate shaft are arranged in parallel at intervals; an output shaft gear, a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are sequentially arranged on an output shaft of the engine, the output shaft gear of the engine is meshed with the gear of the differential, and the first-gear, second-gear, third-gear and fourth-gear driven gears are respectively meshed with the first-gear, second-gear, third-gear and fourth-gear driving gears; a motor input shaft gear is arranged on the motor input shaft, a middle shaft gear is arranged on the middle shaft, and the middle shaft gear is respectively meshed with the motor input shaft gear and the four-gear driving gear; the first-gear driving gear and the second-gear driving gear are fixedly connected with the engine input shaft, the third-gear driving gear and the fourth-gear driving gear are sleeved on the engine input shaft in an empty mode, the output shaft gear and the third-gear driven gear are fixedly connected with the engine output shaft, and the first-gear driven gear, the second-gear driven gear and the fourth-gear driven gear are sleeved on the engine output shaft in an empty mode; the engine output shaft is also provided with a first bilateral synchronizer which is positioned between the first-gear driven gear and the second-gear driven gear, and the engine input shaft is also provided with a second bilateral synchronizer which is positioned between the third-gear driving gear and the fourth-gear driving gear; the first-gear driving gear and the second-gear driving gear are sleeved on an engine input shaft in a non-uniform mode, the third-gear driving gear and the fourth-gear driving gear are fixedly connected with the engine input shaft, the first-gear driven gear and the second-gear driven gear are fixedly connected with an engine output shaft, and the third-gear driven gear and the fourth-gear driven gear are sleeved on the engine output shaft in a non-uniform mode; the engine output shaft is also provided with a clutch which is positioned between the three-gear driven gear and the four-gear driven gear; the engine input shaft is further provided with a first bilateral synchronizer and a second bilateral synchronizer, the first bilateral synchronizer is located between the first gear driving gear and the second gear driving gear, and the second bilateral synchronizer is located between the third gear driving gear and the fourth gear driving gear.
2. The single motor hybrid transmission system of claim 1, wherein said clutch is a dog clutch.
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| CN202011149533.8A CN112224011B (en) | 2020-10-23 | 2020-10-23 | Single-motor hybrid power speed change system |
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| CN113803459B (en) * | 2021-08-10 | 2023-01-31 | 凯博易控车辆科技(苏州)股份有限公司 | Gear shifting and torque continuing device and control method thereof |
| CN113833844B (en) * | 2021-09-29 | 2023-07-11 | 阿姆特(上海)新能源科技有限公司 | Transmission and new energy automobile |
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